Ring turbo-piston engine and ring turbo-piston supercharger

ABSTRACT

The inventive turbo-piston machine is embodied in the form of a turbo-piston expander and/or a turbo-piston supercharger and/or internal combustion engine comprising two mating working members i.e. a rotor and a valve. The rotor is provided with a piston embodied thereon and the valve is provided with a groove. The working members are arranged in the body of the turbo-piston machine, wherein the rotor is placed in at least one cylinder formed by the body walls and, for example, by the sidewalls. The operating process is carried out in at least two working chambers formed by the division of the cylinder space. A working medium is injected into one of the working chambers of the turbo-piston expander and is pumped into the other working chamber. The combination of the turbo-piston supercharger and the turbo-piston expander in one turbo-piston machine makes it possible to develop the internal combustion engines which can operate according to any known cycles, for example according to the Otto, Diesel, Trinkler, Atkinson, Miller, Brayton, Ericsson-Joule, Humphrey, Lenoir, Rankine and Stirling cycles.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The invention relates to expansion machines (EM), in particular, to internal combustion engines (ICE) and/or external combustion engines, expanders, gas generators (GG), for example, to free-piston GG (FPGG), chemical reactors (CR), for example, to gas-turbine plants (GTP), for example, intended for recycling chemical weapon agents and to superchargers.

Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “expansion machine” is used to designate an EM of any design, in which a working medium (WM) expands.

Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “supercharger” is used to designate any device, in which the WM is injected and/or compressed, for example, a compressor, a pump, a vacuum pump and a gas pump.

Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “working medium” is used to designate any WM involved in the process of work, irrespective of the fact whether the energy is extracted therefrom (engine WM (EWM)) or supplied thereto in the process of work (supercharger WM (SWM)) and, for example, in the process of work the chemical composition and/or aggregate state of the WM may at least partially change therewith and also the WM may contain ballast, for example, hazardous impurities and, in addition, any at least one component of the MW, for example, fuel, reaction products of which would function as the WM, may be reviewed as the WM. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “engine working medium” is used to designate the WM of any composition doing work in the EM and it may contain therewith both one chemical element or substance or may at least partially form in the process of the reaction between fuel and an oxidizing agent or in the process of decomposition of mono-fuel and the composition of the EWM may contain therewith any components such as catalysts, inhibitors and WM physical and/or chemical composition modifying agents, for example, re-circulated exhaust gases (EG). Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “supercharger working medium” is used to designate the WM of any composition, to which energy the energy is supplied to supercharger and the superchargers MW, for example, may contain therewith at least one component at least partially designated for lubricating and/or cooling and/or sealing, for example, a fluid, for example, oil an/or water. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “hazardous impurities” is used to designate any impurities, harm from which is higher than the positive effect induced by their presence in the WM, for example, this may comprise abrasive inclusions and chemically aggressive elements and substances, for example, sulfur compounds, siloxanes, halogen compounds and vanadium. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “exhaust gases” is used to designate burnt gaseous combustion products (GCP) exhausted from the expansion machine after the expansion process.

2. Background Art

The existing broad range of expansion machines designated for producing mechanical work by using the WM energy, for example, engines and GG and/or for changing the WM parameters, for example, expanders. In terms of WM energy used, expansion machines are categorized into machines predominantly using potential energy, predominantly using MW kinetic energy and into engines using both WM potential and kinetic energy in comparable proportions, for example, turbo-compound engines.

A large number of various superchargers have been provided which are designated for delivering and/or pumping liquid and/or gaseous WM and also various WM mixtures by increasing the WM potential and/or kinetic energy. Superchargers of positive displacement, dynamic and thermal types are most widely used.

The GGs are not specially considered hereinafter, but the engines are considered and it is implied that any engine considered may perform functions of the GG, for example, when mechanical load exerted thereon is reduced, or combine the functions like, for example, a piston internal combustion engine (PICE) comprised in the turbo-compound plant and also serving as the GG for a power gas turbine (GT) or like a turbocharged PICE. The CRs are also not specially considered hereinafter, since it is implied that any ICE may be used as a CR and is a CR as such in which fuel chemical conversion processes take place. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “gas turbine” is used to designate at least one GT of any prior art design.

Currently, two basic types of engines categorized depending on the energy supply, namely, internal combustion engines and external combustion engines, are known. In the ICE, the energy is at least partially supplied by fuel, the reaction products of which form the WM. Combinations of these engines are also provided, for example, steam diesel engines or combined-cycle gas turbine plants (CCGTP) comprising a GTP and a steam turbine plant (STP) mounted on one shaft or CCGTP comprising a PICE and STP.

Various configurations of positive displacement engines (PDE) predominantly use the WM potential energy. By a PDE is meant various types of PICEs, for example, classical PICEs of both the trunk-piston and crosshead design comprising a crank-and-rod mechanism (CRM), a rotary piston engines (RPE) as a type of the ICE (hereinafter, by the term RPE is meant the RPE as a type of the ICE, unless otherwise separately set forth that these are external combustion engines), ring, for example, rotary or turbo-rotary engines, vane type engines, trochoid, for example, gerotor engines and screw type engines of various designs, for example, spur-type, i.e. with a zero-twist angle of rotors. External combustion engines which were developed based on the above PDE or which served as prototypes thereof, for example, steam engines (SE) also predominantly use the potential energy.

Various dynamic engines (DE), for example, turbines, predominantly use the WM kinetic energy.

Combination of the potential and kinetic energy in comparable proportion is used in turbo-compound engines comprising, for example, the power GT connected with a drive shaft (DS) of the PICE, and also GTP-FPGG combinations where the FPGG operates as a compressor and a combustion chamber (CC) and, hence, uses a portion of the WM potential energy for own consumption of the power plant. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “combustion chamber” is used to designate at least one CC of the prior art design.

ICEs operating according to the cycles of Otto, Diesel and Trinkler engines structurally configured as PICEs are widespread. These types of engines are most commonly used in the transport machine-building, mechanization and power industry. Internal and/or external combustion DEs predominantly turbines of different designs and operating cycles with most widespread Brighton and Rankin cycles are also commonly used in the given spheres.

The advantage of turbines over the above piston engines of any designs using predominantly the WM potential energy is non-discreteness of operation thereof and absence of losses, in particular, in the CRM. This is conditioned by the fact that structural load-bearing members executing cyclic reciprocating motion (predominantly, piston engines) and/or other compound motion, for example about the drive shaft (in particular, in the RPE) are not comprised in the construction thereof. This resulted in the reduced mass-to-power ratio compared to piston engines (PE) at high turbine rotor speeds limited predominantly by sound speed in the WM and strength of structural materials.

Other external combustion engines, in particular, piston steam engines and Stirling engines are also spread to some extent. Having potentially higher energy coefficient compared to that of the ICE these engines as a whole have not surpassed them by specific energy parameters due to structural complexity impeding achievement of maximum energy parameters and lack of optimal structural materials and precise mathematical models.

Existing ring engines (RE) an also other types of engines not related to the trunk-piston and crosshead designs of engines, for example, gerotor engines are predominantly aimed at achieving high specific power parameters characteristic of turbines, while maintaining or somewhat exceeding economy and flexibility parameters of piston engines. However, this is difficult to achieve since the above engines are characterized by lengthy sealing elements of working chambers (WC) and large area of walls thereof, thereby invalidating all advantages thereof in the majority of the structures over piston engines in implementing Otto, Diesel, Trinkler or Stirling cycles, as well as any cycle in which fuel or at least one of components thereof is pre-compressed in the engine WC. The structures allowing potentially higher efficiency to be achieved are characterized by relatively complex manufacturing technology, for example, such as that of the gerotor engine.

DISADVANTAGES OF THE ABOVE METHODS

To compare perfection of structures of different types of EM, a number of specific parameters is used. Certain engine specific parameters, such as power-to-weight ratio measured in the units of kW/kg (engine power divided by weight thereof) or kW/m³ (engine power divided by displacement thereof) preclude the assessment of the engine structure perfection since at different efficiencies (E) of one and the same engine the above parameters would differ. Given that the WM expands in an engine of any structure, the higher the degree of expansion thereof, with similar initial parameters being equal, the higher the engine efficiency and lower the power thereof or the lower the degree of the WM expansion and higher the WM average cyclic pressure, the higher the power and lower the efficiency of the same engine. It is reasonable to take specific expansion space (SES), l/skg (per-second expansion space divided by engine weight) as a more universal indicator of the engine perfection, with the SES being constant for one and the same engine operating at different efficiencies and at different capacities respectively, with the DS running at a nominal speed.

Both internal and external combustion PEs and also piston expanders are characterized by limited power-to-weight ratio and/or E because of lower piston or cross head speeds compared to the speed of the turbine's working members.

Currently, GTPs are most perfect in terms of the SES indicator. Disadvantages of turbines reside in high sensitivity of the first stages to high WM temperatures due to high loads on the material of working members, which results in the need of introducing additional quantity of air into the cycle to be mixed with the GCP exhausting from the CC before it is fed to the GT first stage. It is noteworthy that the excess-air factor (a) in the mixture of GCP with ballast air is within the range of 4-8, thereby leading to power circulation inside the GTP (between the compressor and GT of the compressor drive) which exceeds net power thereof. The given problem is partially solved in the GT with ceramic working members and also in GTs with steam-cooled blades. However, high-power ceramic turbines are still difficult to manufacture, while turbines with steam-cooled blades are characterized by high aggregate power and imply the use of the gas-steam cycle which is preferable to be used at powerful power industry's facilities. High power-to-weight ratio of the turbine is associated with a high DS rotational frequency which in the majority of cases requires the use of a reduction gear unit for the load drive and special structural materials working at the limit of parameters thereof. It is worth noting that the turbine is not capable of operating in principle at high pressures, therefore, it is unreasonable to further increase pressures and hope for a substantially higher E, since the E of high-pressure cylinders of the state-of-the-art turbines is extremely low and the total E, in particular, of supercritical STP is not higher than the E of SE of the first quarter of the twentieth century.

Existing ring ICEs and non-trunk or non-crosshead ICEs are provided with a WC combined with a CC of a noncircular or variable shape, thereby leading to non-optimal fuel combustion process and to less environment-friendly exhaust than those of classic PICE. Positive displacement ICEs comprising an external CC and operating, for example, according to the Brighton cycle, for example, gerotor ICEs include working members with a complex shape and require extreme precision to positioning thereof.

STPs using steam, binary WM, for example, ammonia-water mixture or two-phase WM, for example, wet steam, are characterized by a reduced life if droplets are available in the WM that results in underutilization of a portion of energy in the backpressure or condensing cycle or requires intermediate WM heating with different methods, thereby complicating the structure and/or reducing flexibility thereof. In addition, to operate engines using the WM containing a liquid-phase component, modern versions of the eolipil invented by Heron of Alexandriya equipped with de Laval nozzles are used. Piston SEs are free from this disadvantage, but they are characterized by high unit weight and are not capable of achieving economically efficient thousands-fold expansion ratios when the WM of supercritical parameters is fed, for example, similar to STP.

Currently, the share of such fuels used in the power industry as synthetic fuels, water-fuel emulsions and non-standard gases such as biogas, associated gas, mine gas, dumpsite gas, synthesis gas and different process gases, for example, blast-furnace gas is increasing. A specific feature of the majority of synthetic and composite fuels is an unstable composition, availability of large quantity of hazardous impurities and hydrocarbon mist, variable ignition delay and relatively lengthy period of combustion time which leads to deposits on the ICE WC and causes premature engine failure.

Using non-standard gases in the PICE requires implementation of the of the gas-diesel cycle to prevent spark plugs from fouling with incomplete combustion products, to provide stable power of the engine and lighting stability, for example, when fuel with variable composition and/or caloric content is used, and also reduced compression ratios due to low detonation characteristic of a number of fuel components. As an option, to exclude feeding diesel fuel, fuel composition is normalized by introducing natural gas. Low-calorie fuels require a relatively large clearance space in the PICE which inevitable results in the reduced efficiency. The above problems of burning low-calorie gases in the PICEs resulted in widespread utilization thereof in the GTP. However, in the majority of cases, non-standard gases are characterized by relatively low output and unstable parameters, for example, the caloric content of the synthesis gas fluctuates within an extensive range depending on the composition of a gasifiable fuel, for example, municipal solid waste (MSW). Halogen compounds and metals also need to be removed from the majority of these gases. In addition, the fuel equipment of both PICEs and GTE is sensitive to high-molecular compounds available in the gas, for example, resins formed, for example, in the process of gasification. Moreover, it is undesirable to filtrate the above high-molecular compounds being predominantly hydrocarbons because this may lead to significant reduction in the caloric content of the fuel and poses problems of utilizing these compounds, which, nevertheless, are valuable chemical raw materials in large quantities, although they are potent carcinogens. In operating gas turbines, which are more sensitive to the above impurities than the PICE, the cost of gas purification systems is comparable to that of power-generating equipment, therefore, it is unreasonable to fire certain types and/or quantities of gas in gas turbines and, as a result, MSW gasification products, for example, are not used in GTP. In the given case, steam boilers combined with STP, with the mechanical efficiency on the turbine DS being at the level of 25%, are used for burning gas. Using STPs is not effective at such efficiency level.

A CR built based on the EM, for example, GTP provides the required delay time to minimize harmful substances emissions (HSE) with EG. However, using the GTP as a CR leads to rapid failure of working members thereof because of high aggressiveness of chemical weapon), in particular, chlorine-containing compounds.

Availability of a clearance space accounting for not less than 2% of the working space is the disadvantage of positive displacement superchargers, for example, piston superchargers, in particular, piston engines. For example, the disadvantage of screw or similar superchargers is a relatively low degree of pressure increase in the stage at an optimal efficiency. Disadvantages of dynamic type superchargers, in particular, turbines include sensitivity of working members to the WM composition and parameters and also substantial dependence of the efficiency on supercharger load percentage. High working space-total volume ratio of the supercharger is characteristic of cam-driven vacuum pumps of different designs, however, all of them have very large clearance space and, thus, they are not suitable to be converted into compressors and engines with specifications substantially exceeding those of the similar equipment based on classical solutions.

SUMMARY OF THE INVENTION

The objective of present invention is to provide a manufacturable engine having high efficiency and combining positive features of both a PICE and a turbine and also allowing liquid and/or gaseous fuels to be used, including those which are currently not used in the ICE, to provide an efficient supercharger and an expander which would help replacing the majority of conventional structures of diesel and superchargers and also any combinations thereof, for example, expander-compressor units.

The above objective is to be achieved as described hereinafter:

A ring turbo-piston machine (hereinafter referred to as the “turbo-piston machine” (TPM)) comprises at least one rotor and, for example, at least one stator defining at least one WC disposed, for example, concentric with a DS. The WC is periodically divided into at least two spaces (two WCs) by at least one rotary valve mated with the rotor. The rotor is provided at least with one protrusion acting as a piston, while the valve is respectively provided with at least one groove allowing the passage of the piston in the process of operation, i.e. the piston and the groove are made to be in mating relationship. The given TPM allows for developing the machines replacing any prior art superchargers, expanders and also any conventional engines operating according to any prior art cycles and, in particular, according to Otto, Diesel, Trinkler, Atkinson, Miller, Brighton, Ericsson-Joule, Humphrey, Lenoir, Rankine and Stirling cycles. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “turbo-piston machine” is used to designate both a ring turbo-piston EM (TPEM) and a ring turbo-piston supercharger (TPS) or any possible combination thereof in one device, with any TPM containing working members (WM) (at least one valve and at least one rotor) disposed in a body. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “body” is used to designate a statically secured at least one component of the TPM structure (stator), with the structure components such as, for example, cylinder sleeves, studs, covers, etc. being referred to the concept of the body, unless they are grouped into separately described components of the TPM structure.

BRIEF DESCRIPTION OF THE DRAWINGS

FIGS. 1-3 illustrate an operating cycle of a TPEM.

FIGS. 4-6 illustrate an operating cycle of a TPS.

FIGS. 7-15 illustrate working elements (WE) of a TPM. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “working members” is used to designate at least one rotor and at least one valve being components of the TPM structure between which at least one WC is periodically formed to be periodically filled with WM, with the WE preferably being made balanced, with the valve and rotor containing at least one mated groove and one tooth respectively, with at least one WE may be made as a combined member, i.e. it may comprise at least two valves and/or rotors or simultaneously at least one valve and at least one rotor, for example, mounted coaxially and if the WEs are made combined, more than one WC may form therebetween. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “TPM structure components” is used to designate structural components which at least partially form the TPM and/or TPM assemblies, and it is understood that the TPM structure components may be secured to each other using any method, for example, movably, for example, on support components, for example, on bearings, while joints therebetween may be sealed using any method, for example using sealing elements, for example, gaskets and/or sealing media, for example, sealing gas media. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “bearing” is used to designate any prior art bearing, for example, friction and/or rolling bearing, for example, gas and/or magnetic bearing made of any at least one material. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “sealing” is used to designate sealing of a joint at least between two components to eliminate and/or minimize harmful leakage, for example, WM leakage, and it is understood that the sealing may be provided using any prior art methods, for example, it may be contact and/or non-contact, for example, by using a sealing medium. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “balancing” is used to designate the balancing of structure components being both separate parts and assemblies of the structure using any prior art method, for example, static and/or dynamic balancing, for example, by removing and/or adding a material to the structure components and/or by assembling the components with minimum disbalance, for example, by selectively assembling the units and/or using balancing devices, for example, self-balancing systems. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “tooth” is used to designate a protrusion on the rotor acting as a piston, while the rotor may comprise any number of teeth.

FIG. 16 illustrates the TPM of a symmetric configuration (symmetric TPM) with a piston 6 and a piston groove (groove) 8 of the symmetric configuration.

FIG. 17 illustrates a two-rotor symmetric TPM with a piston 6 and a groove 8 of the symmetric configuration.

FIG. 18 illustrates the TPM with two valves 2.

FIG. 19 illustrates a symmetric TPM with symmetric pistons 6 and grooves 8.

FIGS. 20 and 21 illustrate the TPM with a piston 6 and a groove 8 of the symmetric configuration.

FIG. 22 illustrates a symmetric TPM with a piston 6 and a groove 8 of the symmetric configuration.

FIGS. 23-34 illustrate symmetric TPMs with pistons 6 and grooves 8 of the symmetric configuration disposed asymmetrically on the WEs.

FIGS. 35-59 illustrate embodiments and operation of bivalve TPMs of single- and two-cylinder configurations and also WEs thereof.

FIGS. 60-65 illustrate comparison of operation of different WE shapes.

FIGS. 66-79 illustrate a TPEM. Herein and hereinafter, cross-sections are shown directly on the Figure to which they refer, for example, FIG. 68 illustrates section A-A on FIG. 67, and the above sections should be reviewed jointly with the Figure which they are referred to.

FIGS. 80-89 illustrate a TPS.

FIGS. 90-110 illustrate TPM-based ICE operating according to the Brighton cycle.

FIG. 111 illustrates a flow chart of the ICE operation according to the Brighton cycle.

FIGS. 112-145 illustrate TPM-based ICE operating according to the Otto cycle.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT(S) Description of the Device in Statics

Referring to. FIGS. 1-3, the TPEM comprises at least one valve 2 and at least one rotor 3 disposed in a body 1. The TPEM shown in FIGS. 1-3 comprises three rotors 3 disposed in cylinders I, II and III forming three TPM piston-cylinder groups (PCG). Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “cylinder” is used to designate such TPM space in which at least one rotor 3 is disposed, with the cylinder being defined by at least one sidewall, for example, a right cylindrical wall, for example, the TPM body's wall, for example, disposed concentrically to the axis of rotation of the rotor 3 disposed in the cylinder and at least by two sidewalls which may be comprised in, for example, both the TPM body and any of the WEs, for example, the rotor 3, and the cylinder is also defined by the sidewall of the valve 2 being in a mating relationship with the rotor 3. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “TPM piston-cylinder group” is used to designate at least one pair of WEs and one cylinder in which at least partially at least one rotor of the said WE pair is disposed, and it is understood the TPM PCG, i.e. WEs and TPM cylinders may be made, for example, in the form of right cylinders, if a generator is a straight line being perpendicular to the plane of the reviewed directing elements of the structure, in addition, the structure elements, for example, WEs may also have any conventional shape, for example, stepped and/or taper and/or spherical and/or barrel-like shape, and it is understood that mating groups and pistons thereof may be made to have any configuration, for example, chevron and/or semi-chevron and/or spiraling (screw-shaped) having any number of twists (spirals), but preferably less than one spiral (screw) on the WE, and at least one cylinder may be made blind at the one end, for example, in configuring the WE or at least only the rotor with cantilever restraint that requires no passage of the rotor components through the cylinder of the blind cylinder may be constructed with WE supports disposed within the cylinder, for example, at least one support of at least one rotor and the TPM PCG may be disposed in the fully closed cylinder, for example, when the TPM is constructed with the WE actuator and/or power takeoff therefrom, for example, by using non-contact transmission, for example, by using at least one, for example, magnetic clutch.

Referring to FIGS. 4-6, the TPS comprises at least one valve 2 and at least one rotor 3 disposed in the body 1. The TPS illustrated in FIGS. 4-6 comprises two rotors 3 disposed in cylinders I and II.

The TPM WE containing one piston 6 and one groove 8 in a mating relationship are shown in FIGS. 7-15.

A symmetric TPM containing a WE with a piston 6 and a groove 8 of the symmetric configuration are shown in FIG. 16. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “TPM of the symmetric configuration” is used to designate a TPM comprising at least one rotor, on at least one piston of which two working surfaces are provided, preferably being in a mirror-symmetrical relationship relative to each other with respect to the plane coinciding with the rotational axis of said rotor and passing equidistantly between said workings surfaces from said surfaces, and the symmetric TPM may provide both a reverse operation while maintaining the function thereof, for example, when the WE rotational direction is reversed, the TPS continues operating as TPS, while the TPEM in reversing the direction continues operating as the TPEM, and also, when reversed, the TPM may change at least one function thereof, for example, when reversed, the TPS begins functioning as the TPEM, while, when reversed, the TPEM begins functioning as the TPS, and if the symmetric TPM comprises two or more rotors forming successively WE pairs with one valve, at least one rotor may be used at least only for WM injection and at least one more rotor may be used at least only for WM expansion, and one and the same valve will be used both for WM injection and expansion, and also availability of at least two valves forming successively the WE pairs with at least one and the same rotor in the symmetric TPM structure allows one and the same rotor to be used both for WM injection and expansion during a successive operation with at least two valves, one of which, for example, one of which may be used only for WM injection, while the second—only for WM expansion, with any symmetric TPM being made reversible.

The TPM comprising two rotors 3 and a valve 2 of the structure similar to that of TPM illustrated in FIG. 16 is shown in FIG. 17.

The TPM comprising two rotors 3 and a valve 2 of the structure similar to that of TPM illustrated in FIGS. 7-15 is shown in FIG. 18.

The symmetric TPM comprising WEs with symmetric pistons 6 and grooves 8 is shown in FIG. 19.

The symmetric TPM comprising two valves 2 and a rotor 3 of the structure similar to that of the TPM in FIG. 16 is shown in FIGS. 20 and 21.

The symmetric TPM comprising WEs with pistons 6 and grooves 8 of a symmetric structure and disposed symmetrically on the WEs is illustrated in FIG. 22. The symmetric TPMs comprising WEs with pistons 6 and grooves 8 of a symmetric structure and disposed asymmetrically on the WEs is illustrated in FIGS. 23-34.

Bivalve TPMs and WEs thereof comprising at least one rotor 3 and a valve group including an inlet valve 10 (valve 10) and an outlet valve 11 (valve 11) for the TPEM or outlet valve 13 and inlet valve 14 for the TPS disposed in the body 1 are illustrated in FIGS. 35-59.

The TPM, with the WEs being in an initial position, shown in FIGS. 60-62, comprises a rotor 3 and a valve 2 disposed in the body 1.

The TPM with non-concaved mating elements, shown in FIGS. 63-65, comprises a rotor 3 and a valve 2 in the body 1.

The TPEM, illustrated in FIGS. 66-79, comprises a rotor 3 and a valve 2 in the body 1.

The rotor 3 comprises two opposite pistons disposed in cylinders I and II. Intake and exhaust manifolds 15 and 16, a body cover 17, a linking gear cover 18 and attachment elements, for example, lugs 19 are fixed to the body 1.

Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “fixing” is used to designate fixing at least in one point at least two elements carried out by any prior art method, for example, rigid and non-rigid fixing and fixing may be, for example, carried out by the to-be-fixed structural components themselves using any prior art methods, for example, by welding an/or soldering and/or depositing by welding and/or spraying and/or depositing and/or by using at least one additional fixture element. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “fixture element” is used to designate any prior art element intended for fixing, for example, a screw, a bolt, a tapping screw, a pin, a key and an axle. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “attachment element” is used to designate at least one TPM structural component which is used to secure the TPM, for example, to a foundation and/or frame; for example, lugs may serve as attachment elements.

Covers 20 of seal assemblies and bracket-mounted bearings 21 are mounted in the body 1 and body cover 17. Structural components are fixed with a fixture element Z. Seal assemblies of the WE comprise covers 20, supporting springs 22, backup washers 23 and a gland packing 24. The TPEM WEs are linked by linking gears 25. End faces of intake channels of a rotor 26 are covered with plugs 27. The rotor 3 is provided with intake openings of a rotor 28 and spool-type openings 29. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “openings” is used to designate at least one opening in any structural component made by using any method and having any configuration. To lighten the WE, WE chambers 30 are provided in the valve 2. A gasket 31 is mounted between the body 1 and body cover 17. Cylinder wall ports (ports) 30 are provided in cylinder walls 32 disposed on the rotor 3. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “port” is used to designate at least one port in any structural elements made by any method and having any configuration, for example, being a round port. The ports 33 being in communication with an exhaust chamber AA disposed between the cylinders I and II and connected with the exhaust manifold 16 are designated to exhaust the spent WM. An output shaft 34 is made integral with the rotor 3 and is provided with a key 35. Spool-type ports 36 are provided in valve boxes made integrally with the body 1 and body cover 17.

Additional TPM systems, if illustrations thereof on the figures and/or separate description of operation thereof are not compulsory for the description of the TPM operation, are not shown both for the TPM in FIGS. 66-76 and for all TPMs described in the present disclosure. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “additional systems” is used to designate such TPM systems, for example, as systems of starting, ignition, control, fuel feed, intake, exhaust, noise muffling, lubrication, cooling, filtration, fuel treatment and EG cleaning.

Working elements of the TPEM illustrated in FIGS. 66-76 are shown in a constant position.

The TPS illustrated in FIGS. 80-86 comprises the body 1 closed with the body cover 17, with the joint therebetween being sealed with a gasket 31. Working elements linked by linking gears 25 are disposed in the body 1. Covers 20 of seal assemblies, bearings 21, a drive shaft 37, an exhaust valve assembly 38 and an exhaust manifold 16 are mounted in the body cover 17. The TPS structural components are fixed with a fixture element Z. The WE seal assemblies comprise a cover 20, supporting springs 22, backup washers 23 and a gland packing 24. The body 1 is provided with intake ports 39 of the body and stiffening ribs 40, through-holes of which allow for fixing the body cover 17 with the fixture element Z, on the one hand, and securing the TPM, for example, to a frame, on the other hand. Ports 33 are provided in the cylinder walls 32 disposed on the rotor 3. To lighten the WE, for example, to cool and/or pump oil, the WE chambers 30 are provided in the valve 2. A step-up gear mechanism driving the WE comprises a gear 41 of the stem-up gear mechanism secured to the drive shaft 37 and a sprocket 42 of the step-up gear mechanism secured to the rotor 3. The gears 25 and 41 and sprocket 42 are fixed with keys 35. Working elements of the TPS illustrated in FIGS. 80-86 are shown in a constant position.

The ICE being a TPM comprising four delivery cylinders (cylinders I-IV) and four expansion cylinders (cylinders V-VIII) illustrated in FIGS. 90-110 comprises the body 1 to which the body cover 17 is fixed and an exhaust channel 43 comprised of a rear body cover 44, an EG gas duct 45, a recuperative heat exchanger (heat exchanger) 46 and an exhaust manifold 15.

A case cover 47 through which an output shaft 34 with a key 35 and compressed air pipeline 48 is secured to the body cover 17. Lugs 19 and an air intake 49 are disposed on the body 1.

Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “heat exchanger” is used to designate any at least one device intended for heating and/or cooling any at least one medium, for example, working medium by at least one other medium, for example, EG, and the said media may be in any aggregate state. The intake 49 and exhaust manifold 15 are provided with flanges 50. Dual rotors 3, a valve 2, a valve insert 51 on which a bearing retainer 52 of the valve insert, a heated air inlet 53, a combustible inlet 54, a swirler 55 and a spark plug 56 are disposed in the body 1. Joints between the body 1 and covers 17 and 44 are sealed with gaskets 31. The valve insert 51 is secured to the cover 17 of the body with a nut (nut) 57 of the valve insert. CC 58 is provided within the valve 2. A drive gear 59 of the valve is secured to the valve 2 on the outside. The air intake 49 through the air intake ports 60 of the body is in communication with air intake chambers 61 of the rotors disposed between the cylinder walls 32 of rotors 3. At the exit of the compressor, valve assemblies comprising a valve 62, a valve supporting spring 63, a valve spring support 64 and a gasket 31 are mounted in the body cover 17. The air is fed to valve assemblies from the compressor cylinders via air ducts 65. Behind the valve assemblies, the compressed air is fed to a compressed air manifold BB connected with the compressed air pipeline 48. The compressed air pipeline 48 is coupled with a heat exchanger convective tube-bundle 66 which with its other end is coupled to the heated air inlet 53. Movable elements of the TPM structure are mounted on bearings 21. The rotor bearing retainers 67, to which sprockets 68 of an output gearbox and a gear 69 of the valve actuator are secured, are fit on rotors 3. An exhaust port 33 is provided in the compressor section of each rotor 3, while exhaust port 33 and exhaust ports 70 of the rotor axle are provided in the expansion section thereof. Exhaust ports 71 of the valve periodically coinciding with exhaust ports 72 of the valve insert are provided in the expansion section of the valve 2. Working elements of the TPM illustrated in FIGS. 90-110 are shown in a constant position.

The flow chart of the TPM operation according to the Brighton cycle (see FIGS. 90-110) is illustrated in FIG. 111 showing a supercharger 73, an expander 74, a link shaft 75 (link shaft) of the supercharger and expander, intake and exhaust manifolds 15 and 16, a heat exchanger 46, a CC 58, a combustible inlet 54 and output shaft 34.

The TPM with pulse energy input to the WM, for example, operating according to the Otto cycle, illustrated in FIGS. 112-145 comprises the composite-structure working elements (valve 2 and rotor 3) disposed in the body 1, with chambers 30 provided therein, which are linked by the link gears 25 and rest against bearings 21 disposed in the body 1 and body cover 17. Ports 33 are provided in the cylinder walls 32 of the rotor 3. The link gears 25 are secured to the WEs with leys 35. Fixation holes 76, being attachment elements, an exhaust manifold 15 connected to the intake chamber CC, which through the port 33 is in communication with the delivery cylinder I, exhaust manifold 16, the outlet section of which is made integrally with the rear body cover 44, connected with the expansion cylinder II and also CC 58 into which a spark plug 56 is inserted are provided in the body 1.

A mounting hole of a screw (fixture element Z) provided in the wall of a gas duct of the exhaust manifold 16 is covered with a screw hole plug 77 and a mounting hole for the bearing 21 of the output shaft 34 provided in the body cover 17 is covered with a plug 78. The output shaft 34 mounted on bearings 21 comprises keys 35 and is coupled with a gear 79 of the output gearbox driven by the gear 25 of the rotor 3 being the sprocket of the output gearbox. A balancing hole 80 is provided in the gear 25 of the rotor 3. The output gearbox and gears 25 are covered with the case cover 47. An intake port 81 of the CC and an exhaust port 82 of the CC are made in the body walls defining the CC 58 being concentric to the rotor 3. The CC intake port 81 periodically opens inward the cylinder I via the port 70 provided in the delivery section of the rotor 3, while the CC exhaust port 82 periodically opens inward the cylinder II via the port 70 provided in the delivery section of the rotor 3. WE and output shaft 34 are sealed using seal assemblies comprising covers 20 and a gland packing 24. A joint between the body 1 and body cover 17 is sealed with the gasket 31. The elements of the TPM structure are fixed with fixture elements Z. Working elements of the TPEM illustrated in FIGS. 112-145 are shown in a constant position.

Operation of the Device

Working elements—valve 2 and rotors 3—disposed in the body 1 are provided with link relationship for the purpose of performing reciprocal rotary movement thereof, preferably without shock of the working surfaces, and the contact of the WE working surfaces with each other or with the body 1 surface may take place, for example, during the break-in process and may be minimized as a break-in coating of the WE and/or body 1 wears out. The working member is formed by a pair of the TPM components—valve 2 and rotor 3—which may be both constantly invariant, for example, if the structure comprises one valve 2 and one rotor 3, and may form periodically, for example, during a successive and/or simultaneous operation of one valve 2 with multiple rotors 3, in the process of which one and the same valve 2 forms WE pairs successively with a series of rotors 3 and breaks them upon completion of the stroke. One TPM may comprise multiple WE pairs formed by both independent valves 2 and rotors 3 and one and the same valve 2 an/or rotors 3, for example, one rotor 3 may simultaneously form the WE pairs with multiple valves 2, i.e. the WE pair is such a pair comprised of one valve 2 and rotor 3, working surfaces of which at least partially define a cylinder space in which a combustion stroke takes place.

Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “working surfaces” is used to designate such surfaces of the working element or structural components thereof, for example, mating components of the working elements, which contact with the WM in the process of the main combustion stroke taking place in the TPM.

Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “main combustion stroke” is used to designate the TPM combustion stroke, in which energy is input to the WM by the working element in the TPS (compression stroke) or the working element removes energy from the WM in the TPEM (expansion stroke).

Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “link” is used to designate a link provided by any prior art method, for example, by mechanical and/or electrical and/or magnetic and/or hydraulic and/or pneumatic, and the transmission ratio of the link may be within any range and may be defined by structural and/or operational parameters of the device, for example, the mechanical link may be provided both by gears (transmission ratio 1:1) and a reduction gear and/or a step-up gear, and elements of the link structure may be of any prior art structure, for example, gears and/or sprockets may be provided with any gearing.

Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “gearing” is used to designate mating, for example, of teeth, for example, of teeth of the link elements, for example, link gears made, for example, with involute and/or cycloidal and/or any worm and/or Novikov gearing. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “stroke” is used to designate the stroke of intake and/or compression and/or expansion and/or exhaust of the WM.

In the process of rotation, each WM pair periodically divides the cylinder space into a space of intake A-expansion B and a space of exhaust C. It is noteworthy that the space intake A-expansion B is a single space and the intake A-expansion B stroke taking place in it is divided into an intake A stroke and expansion B stroke to specify the WM cutoff point. Spaces of intake A-expansion B and exhaust C are formed to perform the intake-expansion and exhaust strokes respectively and due to this, it is not specified separately hereinafter that strokes take place in the spaces specially designated thereto. Let us consider the process of operation of the TPEM, the valve 2 of which rotates clockwise, while rotors 3—counterclockwise and a rigid link with a transmission ratio 1:1 (one to one) is provided therebetween. Referring to figures, herein and hereinafter the direction of rotation is shown by arrows located concentrically to the rotation axes, for example, to the WE rotation axes.

Referring to FIG. 1, the rotor 3 and valve 2 form spaces A and C in the cylinder I. The WM is fed into the space A and as it expands, it pushes the rotor 3. The WM spent during the previous cycle is synchronously exhausted in the space C of the cylinder I, and it is preferable that the exhaust should be continuous from the space C. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “exhaust” is used to designate exhaust of the WM from the TPM, for example, into an exhaust manifold and/or into environment and/or a delivery main, and the exhaust may be carried out through distributing devices (DD) and/or ports disposed in any components of the TPM structure, and the exhaust may be carried out continuously during the entire period of stroke. After specific period of time, WM supply to the space intake-expansion of the cylinder I is cut off and the expansion B stroke begins. Ideally, if the flow area of intake devices is sufficient, the intake A will be isobaric. If the space of the WC in which the intake A stroke takes place increases faster than the WM intake, strokes A and B will be combined and the WM will be expanding up to the time of the intake A completion.

Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “cutoff” is used to designate termination and/or limitation of WM feeding to the working space, and the cutoff may be carried out using any prior art methods and by DD.

Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “distributing devices” is used to designate any prior art devices intended for distributing the WM; these devices, for example, may include valves and/or spool valves and/or pneumatic diodes having different hydraulic resistance and/or flow rate depending on the direction of a medium, for example, WM flowing therethrough, and distributing devices may be provided with any prior art actuator and operate according to any algorithm and distribute, for example, liquid-phase and/or gaseous WM, for example, similar to STP diaphragms distributing the WM both in subcritical and supercritical state, and the DD may form and/or may be comprised in any structural elements, for example, the spool valve may comprise at least one intake and/or exhaust port provided in the TPM body which is periodically covered by any at least one WE.

Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “valve” is used to designate at least one valve of any prior art structure of, for example, circular and/or direct-flow and/or mushroom and/or disc structure, and the valve, for example, may be made as a normally opened, normally closed and controllable valve. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “spool valve” is used to designate at least one spool valve of any prior art structure, and the spool valve may be both of controlled and uncontrolled structure.

Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “drive” is used to designate any state of the art drive, for example, mechanical and/or electrical and/or magnetic and/or hydraulic and/or pneumatic, and the drive may be direct and/or coupled through a reduction gear and/or a step-up gear and/or a variator and/or a gearbox.

Unless otherwise separately set forth herein, hereinabove and hereinafter, the DD and/or intake and/or exhaust ports may be provided in any places and in any required number both on the WM and on the body 1 and any components thereof, for example, on any walls thereof or, for example, at least on one cover of the body 1 the surfaces of which are adjacent to the working cylinders.

Expansion B and exhaust C strokes take place simultaneously in the cylinders I and III. When the valve 2 rotates through a specific angle (see FIG. 2), expansion B and exhaust C strokes proceed in the cylinder I, while the expansion B stroke in the cylinder II terminated and the intake C stroke takes place. It may be seen that the rotor 3 and valve 2 formed an entrapped space 4 (space 4), from which it is preferable to exhaust the entrapped WM to minimize detrimental work of the cycle, for example, it is preferable to connect it by using any method with either the space C or with the exhaust channel or with the environment if the spent WM is exhausted, for example, into the ambient space, for example, into atmosphere. As the WE rotates further (see FIG. 3), exhaust C and expansion B strokes terminate in the cylinder I, while expansion B and exhaust C strokes proceed in the cylinders II and III. Positioning cylinders at equal pitches provides a smooth operation of the TPM, for example, similar to that of opposite PICE. The WM may be fed into the TPEM through at least one nozzle of any prior art structure located in any place of the rotor 3, for example, on the piston 6 that would allow additional thrust to be provided while injecting the WM in the WC. To minimize WM leakage, the working process may be carried out successively in multiple TPM cylinders arranged successively, for example, concentrically to provide acceptable pressure difference between WCs of one cylinder.

Operation of the TPS is illustrated in FIGS. 4-6. The TPS body and WE are structurally similar to the TPEM body and WE and the difference resides in the fact that the TPS (see. FIGS. 4-6) comprises two cylinders (cylinders I and II) and two rotors 3 respectively. The intake D stroke takes place in the cylinder I (see FIG. 4). It is also preferable to inject the WM into the space 4 of the cylinder I to reduce detrimental work of the cycle. Compression E and intake E simultaneously take place in the cylinder II. As the WE further rotates (see FIG. 5), stokes E and D simultaneously proceed in cylinders I and II. Further rotation of the WE (see FIG. 6) results in exhaust F and intake D strokes in the cylinder I and simultaneous E and D strokes in the cylinder II.

It is also noteworthy that compression E and exhaust F strokes take place in one space and transition of the E compression stroke to F exhaust stroke is conditioned, for example, either by back pressure in the delivery space or by the time of opening of exhaust DDs, for example, valves.

TPEM and TPS illustrated in FIGS. 1-6 have structurally analogous WEs and are fundamentally similar since they are a two-stroke expander and supercharger in which intake A-expansion B and exhaust C strokes and intake D and compression E-exhaust F strokes simultaneously take place respectively in the dual-sided operating process. The rotor 3 and calve 2 have operating surfaces generated by such roulettes that in the process of work during which synchronized rotation of the WEs takes place, the roulettes generating them form a guaranteed clearance therebetween which excludes contact and/or minimizes the possibility of contact of the WEs, thereby allowing the WM leakage at a permissible level.

It is noteworthy that the WE surfaces may be also provided with a contact at least at one point, for example, in cases of the designed short-term service life of the TPM or, for example, when at least one WE is made at least partially from the material allowing deformation in the process of work, for example, when a plastic coating, for example, a polymer coating is applied to the surface thereof. In addition, the WEs may be press-fitted when they are coated with a running-in material at least partially wearable and/or redistributable over the surface of the WEs in the process of rotation thereof, for example, during running-in and/or in the process of work.

Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “fit” is used to designate any prior art fit method, for example, the WE and all structural components may be clearance-fitted or press-fitted, and an indication (criterion) of positional relationship of surfaces of structural elements and also points, lines and curves, for example, lying on the given surfaces and/or on faces of these components, for example, the indication (criterion) that they coincide, equal, tangent, coradial, arranged at a specific angle and so forth describes theoretical (idealized) position thereof presuming that the structural components comprising them may be both clearance-fitted and press-fitted, and also all the above is related to inevitable and necessary deviations from the considered geometry.

Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “deviations from the considered geometry” is used to designate any deviations of any surfaces of the TPM structural components, for example, WEs occurring in the process of manufacture, assembly and operation of the device, for example, all edges considered will inevitable have specific at least one spherical radius and/or at least one bevel angle, for example, a chamfer, and, to compensate the said deviations, the geometry of structural components mating with the element containing deviations may change in any manner relative to the theoretical geometry considered herein, for example, to provide a minimum and optimum guaranteed clearance (optimum clearance).

Deviations from the considered geometry may reside in the fact that any line, for example, a generating roulette may comprise, for example, any conventional lines, for example, straight-line segments, for example, occurring during a discrete motion of a machining tool, and as a result, in this case, the surface will comprise multiple planes or, for example, when any gas-dynamic seals are made on the TPM surfaces, the surface will actually differ from the described configuration. TPM of any described structures may be provided with any prior art WEs deloading means, for example, used for deloading working elements of screw and/or spur expanders and/or superchargers, and deloading surfaces may be provided on any WEs surfaces, the pressure on which and/or area of which may be changed by any method, for example, proportionally to pressure of at least one WC and also, for example, discharge surfaces may be in communication with, for example, intake and/or exhaust channel and/or at least one WC via ports provided in the TPM body.

FIG. 7 shows a rotor 3 and a valve 2. The Rotor 3 comprises an axle 5 and a piston 6. The valve 2 comprises an axle 7 and a groove 8 provided in the body thereof. The mated piston 6 and groove 8 are working components of the WE. Axles 5 and 7 are shown co-radial with directrices thereof by dashdot circumferences. The configuration of the WE mating members (mating members)—piston 6 and piston groove 8—may be of any prior art configuration, for example, configuration thereof may be defined by four lines, for example, by curves, two of which are circular arcs, and/or mating members may be made, for example, with cycloidal profiles and/or involute profiles and/or M. L. Novikov's profiles (for example see FIG. 8), and the profiles of mating members may be, for example, cylindrical and/or conical. At the base thereof, the piston 6 is defined by arc G, co-radial with the directrix of the axle 5 being a cylinder of revolution like the axle 7.

Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “directrix” is used to designate a directrix of the generating surface. An arc H defining the end of the piston 6 is arranged concentrically to the arc G.

Sidewalls of the piston 6 are defined by curves I and J. At the base thereof, the piston groove 8 is defined by an arc K being co-radial with the directrix of the axle 7. From the outside, the piston groove 8 terminates intersecting with an external cylindrical surface L of revolution of the valve 2, co-radially with directrix L of which is arranged the dashdot circumference.

Unless otherwise separately set forth herein, hereinabove and hereinafter, the surface is identified by corresponding reference characters, for example, directrix L and surface L.

Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “mating members” is used to designate the piston 6 and the piston groove 8 periodically coinciding in the process of WE rotation, with the piston 6 intruding into the groove 8, while the WE link eliminates shock of surfaces of the mating members in the process of intrusion; in addition the term “mating member” is used to designate the piston 6 or piston groove 8.

Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “surface of a mating member” is used to designate the surface of the piston 6 protruding above the axle 5 of the rotor 3 or the surface of the piston groove 8, inclusive of total surface of the axle 7 with the groove 8. Sidewalls of the piston groove 8 are defined by curves M and N being directrices of the external and working surfaces M and N of the piston groove 8 respectively. The device body is arranged outside of the space delineated by dashdot lines, co-radial with arcs H and L.

If at least one piston 6 is provided on the rotor 3 and piston grooves 8 equaling in number thereto are provided on the valve 2, and if said pistons 6 and grooves 8 successively align in the process of WE rotation, the directrices of axles of the valve 2 and rotor 3 are equal with arcs G and L being tangent like arcs H and K. It is noteworthy that division of the valve 2 and rotor 3 into, for example, the piston 6 and axle 5 is accepted for the purpose of describing the WE geometry and functioning, however, it is not implied that they are compulsory separate structural components of one WE. To eliminate the detrimental cycle work, it is preferable to connect at least one groove 8 at least periodically by using any method with an ambient environment and/or an intake channel of the WM to be expanded and/or an exhaust channel of WM to be expanded and/or an intake channel of the WM to be delivered and/or an exhaust channel of the WM to be delivered, and said connection is preferable, for example, to exclude displacement of the expanding and being delivered WM, and, for example, a sealing medium may be at least periodically fed into a cavity of the groove 8 at a pressure at least periodically exceeding the pressure of the being delivered and/or expanding WM, and at least periodically the groove 8 may be also vacuumized.

The WEs with symmetric mating members of the prior art profile are illustrated in FIG. 8.

The WE surfaces having the corresponding reference characters as directrices thereof are illustrated in FIGS. 9 and 10.

The TPEM work cycle begins from feeding the WM into at least one of the WC formed by the WE and, for example, by the body walls. Referring to FIG. 11, a WC is a working space entrapped by the WE (EWS) 9.

The EWS is such a space which is entrapped only by the WE and is not in contact with side, for example, cylindrical walls of the body 1 adjacent to surfaces L and H, with the EWS contacting only with end walls of the body 1 and only in case the structure is provided therewith in the TPM.

As it may be seen, an optimum clearance is provided by the axle surfaces and a working surface I of the piston 6 and also by an external working surface L of the valve 2. Given the fact that the directrix L and directrix of the axle 5 are circumferences, it is preferable to define the curve I with trochoid, for example, epitrochoid. Said epitrochoid may be defined as rolling without sliding on the circumference, being co-radial with the arc H of the axle 7 directrix, from the center of which a point tracing epitrochoid is arranged at a distance equaling the radius of the directrix L. When an optimum clearance between an external working surface of the valve 2 and working surface of the rotor 3 is provided, it is preferable to feed the WM at a minimum EWS 9.

This would provide a minimal noxious space and, hence, for example, the possibility of achieving maximum expansion ratios, for example, similar to thousands-fold expansion ratios in condensing STPs. When the curve I differs from the above described epitrochoid, the clearance between the working surface of the rotor 3 and external working surface of the valve 2 will be increased due to the fact that the minimum clearance is provided specifically by the epitrochoidal working surface of the rotor 3. It may be unreasonable to feed the WM into the EWS 9 with the increased minimum clearance until the surface H of the piston 6 aligns at least partially with the body wall, for example, until the working elements take up a position shown in FIG. 12.

In this position, the surface H of the piston 6 and body wall would define an optimum clearance instead of the working surface of the rotor 3. In this case, if the WM feeding should be delayed until the surface H of the piston 6 is aligned with the body wall, the noxious space will be substantially larger than during feeding which, for example, was started at the time of EWS 9 formation prior to commencement of this stroke. The above description with respect to forming a trochoidal, for example, epitrochoidal working surface of the rotor 3 is also directly related to the TPS since it provides a minimum value of the noxious space. The TPS differs in that the EWS 9 forms not at the cycle start like it takes place in the TPEM, but at the cycle end, predominantly during termination of the compression-exhaust stroke.

During the intake-expansion stroke, the WE takes up a position shown in FIG. 13. In this case, expansion space reaches the maximum value thereof when the piston 6 enters into the piston groove 8, and an optimum clearance available between the working surface of the groove 8 (surface N) and an edge O defined by the working surface (surface I) and H surfaces of the piston 6 provides a minimum WM cross-flow into the space 4. In this case, an optimum clearance will be provided by the curve N being a trochoid, for example, epitrochoid. Given that the arc H and directrix L have an equal radius like axles 5 and 7, the curve N will be an inversed mirror reflection of the curve I relative to a straight line drawn through extreme points thereof. Given that the working space increases not until the edge O aligns with the axle 7, but until a smaller WE angle of rotation is reached starting from the time of alignment of the edge O with the edge P defined by the working surface of the groove 8 and external surface (surface L) of the valve 2, no need to make the entire curve N trochoidal, but specifically the part thereof which will provide an optimum clearance in the set intake-expansion period, for example, during an efficient increase in the expansion space.

In this case, an inefficient increase in the expansion space is defined as the increase during which the space increases due to formation of an additional space between surfaces J, M and L. If not a nonoptimal clearance is available between the edge O and working surface of the groove 8, it may be preferable to terminate the expansion stroke, for example, at the time of O and P edges alignment. It is also may be preferable to terminate the intake-expansion stroke prior to the time the maximum expansion space has been achieved, if the space 4 is made connectable to the expansion space until it reaches a maximum value, which may take place, for example, in case an increased clearance is available between surfaces J and M.

In case an optimum clearance is available between surfaces J and M and, for example, the space 4 is connected to the exhaust manifold to exclude compression of the WM it contains, the exhaust-expansion stroke may be continued? For example, until the maximum expansion space is reached. The aforesaid with respect to an optimal geometry of the working surface of the groove 8 is also related to the TPS.

As applied to the TPS, the epitrochoidal working surface of the groove 8 will provide the maximum space in the compression-exhaust cycle, with influence of the space 4 being similar, and if it remains connected to the compression-exhaust space up to the point of time of alignment of edges Q and R (see FIG. 14) formed by intersection of the external surface of the piston 6 with the axle 5 and external surface of the groove 8 with the external surface of the valve 2, then there is no need to make the working surface of the groove 8 epitrochoidal.

This is due to the fact that alignment of edges Q and R will result in formation of an optimum clearance between the axle 5 and the external surface of the valve 2 (see FIG. 15).

Availability of the above determined inefficient space (for TPEM) is useful as applied to the TPS as it increases the compression-exhaust space.

The surface J (see FIGS. 13-14) is determined based on the conditions of strength and/or manufacturability and/or minimal hydraulic resistance during operation of the TPEM or TPS, while configuration of the surface M is defined by the surface J.

In the general case, an ideal shape of the WM both for the TPEM and TPS is such that the shape of at last one WE is defined at least partially based on the boundary conditions, for example, residing in the fact that axles 5 and 7 and/or the WE external surfaces such as H and L are defined as straight cylindrical surfaces.

It is noteworthy that the geometry of at least one working surface of the piston 6 or groove 8 may be defined at least partially and the geometry of at least one external surface of the piston 6 and groove 8 may be defined at least partially. An ideal shape will be defined as a result of milling by the set surfaces of the WE, the material on the WE in places which is not constrained by the pre-defined geometry. Then, for example, an optimal clearance, for example, being equal for all WE surfaces may be set, and the optimal clearance may be defined based on the forecast conditions of equipment operation.

A symmetrical TPM which may be both TPEM and TPS is illustrated in FIG. 16. A specific feature thereof is that the rotor 3 and valve 2 are provided with symmetrical working surfaces of the piston 6 and groove 8 (surfaces I and N) as these working surfaces are identical and are mirroring each other relative to the plane passing through axle of a relevant WE and respectively through the center of arcs H or K. The WE geometry illustrated in FIG. 16 allows the working process to be performed at any rotational direction of the WE which is specifically useful for the TPEM, thereby providing a reversible engine.

FIG. 17 illustrates a dual rotor symmetrical TPM. If it is only a TPEM or TPS, then, similar to FIG. 16, it may be reversibly operated. However, availability of symmetrical WEs allows both TPEM and TPS to be provided in a single device by using the valve 2 both for expansion and delivery. For example, if the intake-expansion stroke takes place in the EWS 9 of the cylinder I, then compression-exhaust and intake stroke will take place in the cylinder II. If the rotational direction of the WE is taken to be opposite to that shown in FIG. 17, then the compression-exhaust stroke will proceed in the EWS 9 of the cylinder I, while the cylinder II will operate as an expander.

FIG. 18 illustrates the TPEM in the process of the intake-expansion stroke in which for one rotor 3 there is more than one valve 2. This allows higher smoothness of the WE stroke, for example, if only one rotor 3 is available in the TPM. Using a similar scheme, a TPS may be also provided by reversing the WE rotational direction. In the TPM of the given structure, the stroke proceeds, for example, in angle of rotation of the rotor 3 which it passes in the process of operation between two valves 2, for example, between two adjacent valves 2 which form a pair of WEs successively with one and the same rotor 3. As it may be seen, the cylinder I space is divided into three parts in two of which strokes take place.

FIG. 19 illustrates the TPEM in the process of the intake-expansion stroke similar to the TPM (see FIG. 18) with the rotor 3 comprising more than one piston 6. This allows the working space to be more efficiently used since more than one intake-expansion stroke may simultaneously take place in the TPEM. The TPM may comprise, for example, symmetrically disposed pistons 6 and grooves 8 on the WE, and if for one rotation of the rotor 3 there is one rotation of the valve 2, the number of pistons 6 on the rotor 3 should correspond to the number of grooves on the valve 2. In addition, the TPM of any structure considered herein may comprise WEs with different speed ratios, i.e. the TPM may comprise WEs with speed ratios being both, for example, one to one (1:1) and other ratios.

For example, one valve 2 may have some speed, for example, equaling the speed of rotor 3 with which it periodically forms a WE pair, while another valve 2 may have the speed not being equal to the speed of the first valve 2 and it may also periodically form a WE pair with said rotor 3. It follows from the aforesaid, that if the speed of at least two similar WEs comprised in one TPM are not equal, the number of working components thereof may be dependent inversely proportionally on the speed ratio thereof, for example, if two rotors 3 forming successively a pair of WEs with one and the same valve 2, but having two-fold difference in speed are available, the rotor 3 having a lower speed may be provided with twice as much working components. The TPM considered with reference to FIG. 19 may also be a TPS with reversible rotation of the WEs.

FIGS. 20-21 illustrate a TPM functioning as both a TPEM and TPS. During the intake-compression stroke taking place in the space 9 (see FIG. 20), the TPM operates as a TPEM. When the rotor 3 rotates and forms a WE pair with the next valve 2 (see FIG. 21), an intake D takes place in a newly formed space 9, while the compression-exhaust stroke proceeds in the adjacent space. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “adjacent space” is used to designate one of two WCs of the cylinder, into which the piston 6 divides it, being adjacent to the first space; for example, if the intake-expansion stroke takes place in the first space, the exhaust stroke takes place in the adjacent space respectively. The TPM illustrated in FIGS. 20-21 is reversible, thus being capable of functioning as a TPEM and TPS. In addition, it may function only as a TPEM or TPS providing a smoother operation than that of the TPM in which for one rotor 3 there is one valve 2. In the given case, the operation and reversing will be carried out similar to those of the TPM illustrated in FIG. 16.

FIG. 22 illustrates the TPM functioning both as a TPEM and a TPS. It differs from the machine illustrated in FIGS. 20-21 in that the intake-compression and compression-exhaust strokes take place simultaneously, thereby allowing the entire working space of the cylinder I to be fully used. The A-B stroke takes place from one side of one piston 6, the C stroke—in the adjacent space, while another piston 6 divides spaces in which D and E-F strokes take place.

FIGS. 23-28 illustrate a TPM embodying functions of a TPEM and a TPS, for example, being a turbo-piston analog of turbocharging of the PICE. In principle, functioning of said TPM is similar to that of the TPM illustrated in FIG. 22. The difference is that at least two pistons 6, for example, asymmetrically disposed on the axle 5 divide the space of the cylinder I into at least two unequal interpiston spaces, with a number of spaces into which the cylinder I is divided by pistons 6 being preferably equal to the number of pistons 6 mounted on the rotor 3. A larger interpiston space or larger interpiston spaces or a smaller interpiston space or smaller interpiston spaces may be chosen as a basic interpiston space or basic interpiston spaces for delivery purposes depending on initial and/or final parameters of the being delivered and/or expanding WM. A smaller interpiston space is chosen as the basic WM delivery space in the provided TPM embodiment.

At the start of the A-B stroke (see FIG. 23), the WM is fed, for example, into the EWS 9, i.e. into a part of a larger interpiston space which is entrapped between the piston 6 and valve 2.

As the WEs rotate, they take up a position shown in FIG. 24—the A-B stroke terminates and C, E-F and D strokes proceed.

As the WEs rotate further, A-B, C, E-F, D strokes terminate and the WEs take up a position shown in FIG. 25. Now, the piston 6, behind which a smaller interpiston space follows (see FIG. 26), goes into position of the piston 6, behind which a larger interpiston space follows (see FIG. 23). In this case, the A-B stroke will be shorter due to a smaller interpiston space, and it may be, for example, skipped or the WM may be fed in a smaller quantity to reach the same or approximately the same expansion ratio as the WM expansion ratio during the A-B stroke in a larger interpiston space. In this case, the E-F stroke may take place or it may be skipped. In case the A-B (short) and/or E-F strokes are skipped, the strokes C and/or D preceding them may be also skipped. Simultaneously, C and D strokes take place.

If A-B (short) and/or E-F strokes took place in the position of the WE shown in FIG. 26, by the time the WE reaches the position shown in FIG. 27, the C stroke proceeds, A-B (short) and D strokes terminate and E-F stroke terminated.

As the WEs further rotate (see FIG. 28), they take up a position similar to that in FIG. 23.

In the general case, availability of unequal interpiston spaces allows the entire TPM working space to be more efficiently used, since it is possible to deliver, for example, a smaller volume of the MW in the TPM with equal interpiston spaces, but in this case, the medium being delivered should be fed with, for example, a delay which will limit the delivery space, but would not provide a larger WM expansion space due to a limited feeding volume of the WM being delivered.

A TPM with unequal interpiston spaces is illustrated in FIGS. 29-34. In this structure, unequal interpiston spaces provide the function of unequal WM delivery and expansion similar to the TPM shown in FIGS. 23-28. It is noteworthy that both being delivered and expanding WM may have both a larger and smaller volume relative to each other, which depends on as to what interpiston volume or interpiston volumes said WMs are to be fed. The difference of this TPM from the TPM shown in FIGS. 23-28 is that not more than one valve 2 corresponds to the rotor 3, i.e. for one rotor 3 there is one valve 2 as the maximum, for example, when the TPM comprises an equal number of valves 2 and rotors 3, for example, one valve 2 and one rotor 3 as shown in FIGS. 29-34. The TPM may comprise two or more valves 2 and rotors 3 which may provide a combination of operation modes in one TPM, when for one rotor 3 there are more than one valve 2 (similar to the TMP in FIGS. 23-28) and when for one rotor 3 there is one or less than one valve 2.

FIG. 29 illustrates the WE position during the A-B stroke taking place in the EWS 9.

FIG. 30 illustrates termination of the A-B stroke.

In FIG. 31, the A-B terminated and E-F stroke starts.

In FIG. 32, the E-F stroke terminates and A-B stroke (short) starts.

In FIG. 33, the A-B stroke (short) terminates.

In FIG. 34, the WEs returned to a position shown in FIG. 29.

Referring to FIGS. 29-34, C and D strokes are not indicated. This is due to the fact that these strokes may take place using any method at any suitable time interval between strokes shown in FIGS. 29-34. In this TPM (see FIGS. 29-34) like in the TPM in FIGS. 23-28, auxiliary strokes similar to the main stroke may be, for example, partially skipped. By the main stroke is meant a stroke which takes place in a larger interpiston space, i.e. the main stroke in FIGS. 23-34 is the expansion stroke. The auxiliary strokes are the strokes taking place in a smaller interpiston space, i.e. both the E-F stroke and the A-B (short) stroke, with specifically A-B stroke (short) being similar to the main stroke out of these two strokes, since these strokes are essentially analogous (A-B stroke), but differ in terms of duration and interpiston spaces. For example, if the main stroke is the E-F stroke, an auxiliary strokes being similar thereto is the E-F (short) stroke taking place in a smaller interpiston space. It is preferably to skip the strokes being opposite in value to the main stroke and taking place in the main space, for example, if the main stroke is the A-B stroke, then it is preferably to skip the E-F stroke in the main space since in this case TPMs described referring to FIGS. 23-34 are analogous to the TPMs with symmetrically disposed pistons 6 in terms of volume ratios of the being delivered and expanding WM, however, this preference requirements does not cover the TPM which are at least dual-mode and are capable of operating using at least two ratios of the being delivered and expanding WM, for example, this may include turbocharging systems or expander-compressor units.

The TPMs, in particular in FIGS. 23-34, may skip any strokes, specifically if these TPMs are multimode TPMs.

The TPM shown in FIGS. 29-34 may use any number of rotors 3 with one valve 2, for example, as in shown in FIGS. 1-6.

The TPEM of bivalve structure (see FIG. 35) comprises two valves 10 and 11 for one rotor 3. The valve 10 is identical to valve 2 and at least one through groove 12 designated for metered feeding of the WM into a WC is provided on the valve 11. The rotor 3 successively forms WE pairs with valves 11 and 10. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “through groove” is used to designate at least one groove of any configuration provided on any of the WEs and designated for the WM metered feed of into the TPEM WC and/or for WM exhaust from the TPS WC, and any geometric parameters such as, for example, area, length and cross section may change, for example, in the process of operation of the TPM, for example, by acting at least on one surface of at least one groove and/or elements of actuating devices forming it, for example, to change the flow through the groove and/or change the time of opening it and/or the time of closing it and/or the point of time of opening it and/or point of time of closing it. A fresh WM is within a cavity S being in communication with the intake manifold, and the cavity S may be formed only by valves, for example, valves 10 and 11 and also by the rotor 3 in case said valves are in close proximity to each other, for example, when an optimum clearance is available therebetween, while a wall of the body 1 may have any configuration and it will not intersect the plane passing through the axes of rotation of the valves 10 and 11, for example, as is shown in FIG. 35, i.e. all three WEs of any TPM of the bivalve structure (rotor 3 and valves 10 and 11 for TPEM or, rotor 3 and valves 14 and 13 for TPS respectively) will adjoin each other, for example, as is shown in FIGS. 56-59.

Given that the piston 6 divides the cavity S into two spaces, which is possible in case the body 1 is made as shown in FIG. 35, to minimize detrimental operation, it is preferable to provide the cross-flow of the WM into the cavity S bypassing the piston 6, for example, through the passages made in the TPM structural components, and also to provide the cross-flow form the part of the cavity S entrapped between the piston 6 and walls of the groove 8 (see FIG. 36).

As the WE moves, some part of the WM is separated from the cavity S and entrapped between the piston 6 and walls of the groove 8 (see FIG. 37), with the WM entrapped space, as the WE further rotates, is discharged from the intervalve cavity S (cavity S) into the part of cylinder I in which strokes take place. The through groove 12 intersecting the WE cylindrical surface forms an edge T (see FIG. 38). If the edge T aligns with an edge P (see FIG. 39), then the intake A stroke starts after the WE position shown in FIG. 37.

The valve 11 comprising the through groove 12 over the entire length thereof is shown in FIG. 39 in which a dashdot circumference is drawn concentrically to the directrix L, and FIG. 40 illustrates the rotor 3 comprising the centrally located through groove 12, and the illustrated WEs may be provided with through grooves 12 of any configuration, for example, at least one of the grooves on one of the WEs may be controllable, for example, provided with an electric drive, while at least one through groove 12, for example, of an uncontrollable design geomethry may be disposed on another WE. The through groove 12 may form two rectilinear segments of the edge T or two edges, for example, as shown in FIGS. 39 and 40, with one of the edges (edge U) formed by intersection of surfaces of the through groove 12 and cylindrical external surface of the WE being located closer to the edge formed by intersection of surfaces of the mating component and WE external surface or, for example, may align therewith (see FIGS. 39 and 40), while the second edge V formed by the through groove 12 and a cylindrical external surface of the WE will be more remotely located from the edge U.

FIG. 41 illustrates the intake A stroke. As the We reaches a position at which the edge V aligns with the second WE (see FIG. 42), the intake A stroke terminates and expansion B begins and simultaneously intake C may take place in the cylinder I, however, if multiple through groves 12 are provided in one or both WEs, the intake A stroke will terminate only when the point most remote from the edge T aligns with the surface of the second WE, for example, with the surface L of the valve 11 as shown in FIG. 42. It is noteworthy that, for example, when the through groove 12 has variable areas in different sections, for example, see FIG. 38, the expansion B stroke may start prior to the point of termination of intake A since the WM inflow will not compensate the increased WC space in which the intake stroke takes place. The exhaust C stroke may start also, for example, at the point of time prior to the expansion stroke which depends on the WE configuration. At the end of the expansion B stroke, the groove 8 of the valve 10 opens into the exhaust C space (see FIG. 43). This leads to the discharge of fresh WM from the groove 8 of the valve 10 entrapped from the cavity S into the exhaust manifold. To eliminate losses of fresh WM available in the groove 8 of the valve 10, it is possible to terminate exhaust C and provide the cross-flow of fresh WM, for example, in a mixture with spent WM from the exhaust C space into the cavity S, for example, prior to or at the point or after the point of communication of the groove 8 of the valve 10 with the WC in which the exhaust C takes place. In this case, it is preferable to open by-pass devices to bypass the WM mixture from the groove 8 of the valve 10 with the spent WM into the cavity S, for example, at the point of time when pressure of said WM mixture is close to, equal or slightly exceeds the WM pressure in the cavity S, for example, if the exhaust C was terminated in the WE position shown in FIG. 44; it is preferable to provide the cross-flow, for example, in the WE position shown in FIG. 45.

As the WE moves further, an entrapped space W forms between WEs (see FIG. 46), within which transfer of a portion of spent WM into the cavity S from the expansion B WC takes place. Further rotation of WEs brings them in a position shown in FIG. 35.

FIG. 47 illustrates a bivalve TPS. The difference from a bivalve TPEM is that the through valve 12 may be provided on an intake valve 14, with the exhaust valve 13 being structurally similar to the exhaust valve 10 and, hence, to the above described valves 2, for example, see FIGS. 1-6. A is seen, the TPS of the bivalve structure is similar to the bivalve TPEM (see FIGS. 35-46) differing only in the rotational direction. Requirements to the WM cross-flow into the cavity S are similar as for the bivalve TPEM.

In the process of WE rotation, a apportion of the WM from the cavity S is entrapped by the WE in the space W (see FIG. 48) and then is injected into the compression E WC. As the working members rotate, compression E and exhaust D strokes start (see FIG. 49).

When the through groove 12 communicates with the compression E WC, cross-flow of the WM entrapped from the cavity S by the through groove 12 takes place (see FIG. 50).

The compression E process terminates when the WE is in a position shown in FIG. 51.

As is seen, this position is similar to the WE position of the bivalve TPEM at the point of intake termination (see FIG. 42), with conditions of compression E stroke and exhaust C stroke being completely analogous, which is due to alignment of a segment of the edge T, for example, edge V, with the second WE. This is related to the fact that the intake valve 14 and exhaust valve 10 are similar.

As the WE further rotates (see FIG. 52), the through groove 12 provides communication of the compression E WC with the cavity S and the exhaust F stroke starts, and if a flow section of the through groove 12 is insufficient, the exhaust F stroke will be combined with the compression E stroke which is a reverse situation for the dual rotor TPEM during the intake C stroke with insufficient flow section of the through groove 12.

The WM cross-flow from the groove 8 of the valve 14 into the cylinder I takes place through a clearance formed between the piston 6 and wall of the cylinder I (see FIG. 53).

After the exhaust F stroke, a portion of the WM from the intake D is entrapped in the space W (see FIG. 54), and then it is mixed with the WM in the cavity S. Further rotation of the WEs brings them into a starting position (see FIG. 47).

The bivalve TPM with mating components of a symmetrical structure illustrated in FIG. 55 comprises a valve group similar to those of TPEM or TPS of bivalve structures illustrated in FIGS. 35-54, with a valve X being the valve 10 or 13 and a valve Y being the valve 11 or 14.

The WM may pass to the TPM in FIG. 55 via through grooves 12, for example, providing the required WM flow at any rotational direction.

Bivalve TPMs illustrated in FIGS. 56-57 operate similar to TPMs in FIGS. 35-55, but differ in the cavity S shape.

Dual rotor bivalve TPMs with WEs of different structure illustrated in FIGS. 58-59 operate similar to TPMs in FIGS. 35-57, but comprise two rotors 3 of any structure considered in this disclosure disposed in cylinders I and II, which improves weight-dimension characteristics of the TPM in relation to the bivalve TPM with one rotor 3. It is preferably to make dual rotor bivalve TPMs (see FIGS. 58-59) so that the plane passed through the axes of rotation of rotor 3 is perpendicular to the plane passed through the axes of rotation of valves X and Y.

The bivalve TPM (see FIGS. 35-59) may be additionally provided with at least one valve 11 and/or exhaust valve 14 and/or at least one valve group of the bivalve TPM and also the rotor 3 thereof may be equipped with any number of pistons 6 mounted at any pitch, for example, similar to the described above TPM embodiments (see FIGS. 1-34).

Any of the described above TPMs, in particular, the TPEM may be an ICE, for example, when combustible and/or fuel is injected into the expansion space followed by initiation thereof or when fuel is fed into the expansion space followed by ignition thereof using, for example, spark plug.

All the above described TPMs, except the TPM in FIG. 8, comprise mating components of a concave configuration. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “mating component of a concave configuration” is used to designate a mating component, at least one operating surface of which, for example, an epitrochoidal surface is made concaved, for example, see FIGS. 1-7 and 9-62. A distinctive feature of this structure of mating components is that one plane may pass through the axes of rotation of the WE and also through edges O and P at some at least one position of the WE, with said WE position directly followed by the A stroke in the TPEM or D stroke in the TPS being determined as an initial position.

The TPM with the WE in the initial position are shown in FIGS. 60-62. The TPM with symmetrical WEs illustrated in FIGS. 61-62 and similar to the TPM in FIG. 16 may take up at least two initial positions for each pair of the WE mating components, with an initial position being only one of said initial positions depending on the WE rotational direction.

When the WE mating components of the TPM are made non-concave (see FIGS. 63-65), the TPM functions similar to the TPM with concave mating components, however, a noxious space of the TPM with non-concave mating components will exceed that of the TPM with WE concave mating components. It is seen from FIGS. 63 and 64, in which the EWS 9 formed between WEs (see FIG. 63) prohibits an efficient intake A since, as the WE further rotates, the WM will flow into the groove 8, thereby reducing cycle efficiency. As it has been described above, an intake may take place in the TPM with WE concave mating components when the edge O aligns with the body 1, with the cross-flow of the WM into the groove 8 during the intake A being actually non-existent, however, as regards the TPM with non-concave mating components, when the edge O aligns with the body 1, the intake A space is still in communication with the groove 8, and the intake A space with the groove 8 are divided when the edge P aligns with the body 1 (see FIG. 65). Alignment of the edge P with the body 1 shown in FIG. 65 takes place in the TPM with WE non-concave mating components at a larger angle of rotation of the WE relative to the initial position than alignment of the edge O with the body 1 in the TPM with concave mating components, thereby reducing the expansion space and increasing noxious space when the TPM is provided with WE non-concave mating components in comparison to a similar TPM with WE concave mating components, provided that diameters of axles 5 and 7 of the WE and diameters of cylinders of the TPMs being compared are equal.

For example, the TPEM running on saturated water steam or compressed natural gas illustrated in FIGS. 66-79 is similar to any described above TPEM and, for example, is capable of driving any mechanical load, for example, when the TPM is used as an expander in steam boilers or for reducing natural gas extracted from trunk gas pipelines, with this TPEM operating similar to any described above TPEM structure. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “mechanical load” is used to designate at least one prior art mechanical power consumer, for example, a supercharger, an electric generator or any other process equipment. Power may be taken off from at least one output shaft 34 made, for example, integrally with the rotor 3 and equipped, for example, with a key 35 as shown in FIGS. 66-79. Keys 35 may be used to secure link gears 25 to the WE. Intake of fresh WM into the TPEM is carried out via the intake manifold 15 feeding the WM into cylinders I and II. The WM is periodically fed into working cylinders I and II through intake channels of the rotor 26 via spool-type ports 36 and rotor spool-type openings 29 rotating during operation. Spool-type ports 36 are disposed oppositely to each other (see FIG. 76) like pistons of the rotor 3, and intake A-expansion B strokes in cylinders I and II may overlap like, for example, in the TPEM illustrated in FIGS. 66-76, where the strokes are overlapped through configuration of rotor spool-type openings 29 and spool-type ports 36 feeding the WM by more than 180° (one hundred and eighty degrees) of the rotor 3 rotation.

Overlapping intake A-expansion B strokes provides the TPEM auto-start without using a starter or any other, for example, pneumatic starting means. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “start” is used to designate any prior art method of starting of engine, for example, an expander, and, the start, for example, may be carried out by or at least partially by mechanically rotating a drive shaft using, for example, an electric starter or a kick starter or a cable drive and/or may be carried out by a pneumatic start and/or pyrotechnic start, and any disclosed in the present description TPM, for example, a TPM-based ICE may be started using any prior art methods. For example, in the TPEM of a similar structure, but comprising three cylinders, duration of intake A-expansion B strokes to provide an auto-start should exceed 60° (sixty degrees) of rotation of any at least one WE and/or DS.

A fresh WM gas-distribution system may differ from the described spool-type system and it may be provided based on any DD, for example, by using valves, and gas-distribution phases may be controllable, for example, with overlapping in different cylinders, for example, for the purpose of auto-start.

The WM is fed into the intake A-expansion B spaces from the rotor intake channels 26 via the rotor intake openings 28. The WM may be uniformly fed into working spaces by, for example, evenly spacing the rotor intake openings 28 along the length of the cylinder (see FIGS. 66-76). The WM may be fed into the intake A-expansion B space through openings and/or ports of arbitrary configuration provided, for example, in any components of the TPEM structure.

The spent WM, for example, exhaust steam, is exhausted, for example, via ports 33 provided in walls of the cylinder 32 into an exhaust cavity AA defined by the body 1 and walls of the cylinder 32 and communicating with the exhaust manifold 16, for example, is shown in FIGS. 66-76. The spent WM may be exhausted from the TPEM using any method, for example, via ports made in any structural components.

The TPEM operation, for example, power and/or speed may be controlled by using any prior art method. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “control” is used to designate at least the required change in or maintenance of set parameters of equipment operation, for example, controlling the TPM by WM. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “controlling TPM by WM” is used to designate qualitative and/or quantitative controlling of the WM at the TPM inlet and/or outlet.

The TPM WE may be of a combined structure, for example, at least one rotor 3 and at least one valve 2 may be disposed on one axle, however, contrary to the structure illustrated in FIGS. 66-76, this will result in transmission of higher power through the WE link than power required for rotation of the valve 2 and, for example, delivered by the valve 2 in the TPEM and/or consumed by the valve 2 in the TPS. At relatively low WE speeds and, for example, at low speed of the WE link operation, it is preferable to provide an oilless link, for example, by applying antifriction coating onto gears 25. To minimize detrimental displacement of the WE during thermal expansion thereof, it is preferable to securely mount the WEs, for example, from the load side on bearings with minimal axial displacement, for example, on ball bearings, for example, on duplex bearings. To compensate thermal expansion of the WE, free ends of axles thereof may be mounted on bearings with larger axial displacement, for example, on roller bearings.

The TPS illustrated in FIGS. 80-86 operates similar to any described above TPS structure. The WM is injected via ports 33 and 39 into the D intake space. The WM is compressed in the compression E-exhaust F space followed by exhaust thereof via a valve assembly 38, and, if the assembly comprises, for example, a normally closed return valve, the exhaust takes place at a WM pressure in the compression E-exhaust F space exceeding pressure in the exhaust manifold 16. The exhaust from TPS in FIGS. 80-86 may be carried out through DD, for example, at least through one spool valve, for example, mounted instead of the valve assembly 38 or in combination with the valve assembly, and, if, for example, an uncontrollable spool valve is used, the D exhaust will take place at some fixed angle of rotation of the WE which is similar to the exhaust, for example, from the entrapped space of screw machines. To minimize losses, it is preferable to use valves and/or install valves jointly with spool valves by throttling overpressure of the WM to be delivered at a pressure in the exhaust manifold being substantially lower than the delivery pressure. All spool valves described in this disclosure may have any prior art design.

Requirements and mode of operation of seals, link gears, including components of a step-up gear and bearings, is similar to those of the TPS in FIGS. 66-76.

The TPM body (see FIGS. 66-76) is provided with stiffening ribs 40, through holes of which allow the body cover 17 to be secured on the one side and, on the other side, for example, TPM to be secured to other structural components said TPM is comprise in and/or the required components to be mounted on the TPM, thereby eliminating the use of lugs. The TPM, for example an ICE, may be secured to the transportation facility using said through holes, for example, it may be secured to a frame thereof.

The TPS WE in FIGS. 80-86 may be made multi-sectional, for example, similar to the TPEM (see FIGS. 66-76), for example, each of WEs thereof may be provided with a combined structure.

The ICE being a TPM operating according to the Brighton cycle (see FIGS. 90-110) operates as shown in FIG. 111. An oxidizing agent (atmospheric air) heated after the compression stroke in a recuperative heat exchanger 46 by heat of EG exhausted via the exhaust manifold 16 after heating compressed air is fed into a supercharger 73 via an intake manifold 15. After the heat exchanger 46 compressed air is fed into a CC 58 into which combustible is fed via the inlet 54. GCP are fed into an expander 74 from the CC 58, in which they expand to perform work to drive a supercharger 73 connected with the expander 74 via a link shaft 75 and to drive a mechanical load connected to the output shaft 34. After the expansion stroke, EG is supplied into the heat exchanger 46 from the expander 74.

Referring to FIGS. 90-110, operation of a real engine according to the Brighton cycle is described hereinafter: an oxidizing agent (atmospheric air) is fed via an air intake 49 acting as an intake manifold. A required air treatment equipment, for example, an air filtration system and/or a system for increasing the share of the oxidizing agent, for example, a nitrogen membrane may be attached to the air intake 49, if required, using a flange 50. Air is fed from the air intake 49 via body air intake ports 60 into air intake cavities 61 provided in rotors 3. Each rotor 3 comprises an air intake cavity 61 provided between cylinder walls 32 disposed on the rotor 3, with one of the cylinder walls 32 belonging to a delivery section of the rotor 3 and the second one—to the expansion section. At least one port 33 is provided in the cylinder wall 32 belonging to the delivery section of the rotor 3, while the cylinder wall 32 belonging to the expansion section of the rotor 3 is made solid. Operation of the TPM delivery section (cylinders I-IV) is similar to the described above methods of the TPS operation. From the TPM delivery section compressed air is fed by using DD, for example, via valve assemblies equipped with normally closed return valves 62, after which the air is fed into a compressed air manifold BB provided in the body cover 17 and being in communication with the compressed air pipeline 48 supplying air to a convective tube-bundle 66 of the heat exchanger 46 where it is heated in the EG counterflow. A heated air inlet 53 through which heated air is supplied to the CC 58, where it is mixed with a combustible fed through the fuel inlet 54, is secured to a tube plate of the convective tube-bundle 66 on the opposite side of the heat exchanger 46. Fuel components may be mixed in an optimal manner by at least one swirler 55, for example, acting as a holder of the combustible inlet 54. If fuel components do not react during a contact, the fuel may be ignited, for example, by a spark plug 56, if required. 56.

The CC 58 may have any structure and arrangement, for example, it may be provided in a valve insert 51, for example, fixed relative to the body 1 to which it may be secured, for example, with a nut 57 fastening the valve insert 51 to the body cover 17 which is fixedly attached to the body 1.

Gas distribution of GCP from the CC 58 via expansion cylinders V-VIII is carried out by using DD, for example, and the DD may be comprised of a spool valve formed by the valve insert 51 comprising valve insert ports 72 with which valve ports 71 provided in the valve 2 periodically align, thereby providing a successive supply and cutoff of GCP supply into expansion cylinders V-VIII when valve ports 71 align with a group of valve insert ports 72, and providing gas distribution for a specific cylinder, while rotating valve 2 provides one-shot feeding of GCP only into one cylinder. Given that in the described TPM structure with reference to FIGS. 90-110 GCP is fed discretely at intervals between intake A strokes into adjacent cylinders and preferably the CC 58 should operate continuously, to compensate GCP pressure, a receiver made by using any method, for example, CC 58 may be used.

Operation of the CC 58 in a steady state mode and at a lower fuel combustion pressure provides a lower level of emissions of harmful substances by the engine than those by engines with pulse energy input to the WM. Gas distribution of GCP may be more optimally carried out, for example, by using the DD which provide controllable gas distribution phases through operation of, for example, electrically driven valves, thereby, for example, both reducing intake duration at partial loads and increasing duration thereof at the TPM augmented rating. After termination of the expansion B stroke, the EG is exhausted, for example, into the exhaust channel 43 attached to a rear body cover 44, for example, via ports 33 and 71, with the exhaust via the valve port 71 being carried out into a hollow valve 3, at least one end of which is in communication with at least one exhaust channel 43.

Exhaust via ports 33 and 71 is carried out continuously during the exhaust C stroke. The EG via the gas duct 45 is supplied to the heat exchanger 46. Having passed the heat exchanger 46, cooled EG is supplied to the exhaust manifold 16 through which it is emitted from the TPM. The required auxiliary equipment, for example, a muffler or a EG treatment system may be attached to the exhaust manifold 16 using a flange 50. The TPM WEs are provided therebetween with a link made by any method, for example, by using an output reduction gear being the WE link reduction gear, with a gear of which made integrally with the output shaft 34 sprockets 68 fixed on the rotor 3 are linked.

This provides a synchronized rotation of the rotor 3. The valve 2 is driven, for example, by at least one rotor 3 with the gear 68 secured thereto which transmits rotation to the gear 58 secured to the valve 2. The gears and link reduction gear are closed with a case cover 47. All movable components of the TPM structure, for example, WEs may be fit on any supports providing the required number of degrees of freedom, for example, on bearings. Power takeoff from the TPM may be carried out by any method, for example, from the output shaft 34 with a key 35. The TPM structural components are fixed by any method, for example, by welding or using the fixture element Z. To provide stiffness of the structure, stiffening ribs 40 are made on the body 1. The TPM may be secured with lugs 19.

The TPM operating, for example, according to the Otto cycle and illustrated in FIGS. 112-145, operate as described hereinafter: fuel, for example, a mixture of gasoline vapor and atmospheric air is fed into the intake manifold 15 and then to the intake cavity CC. Further, the fuel from the cavity CC is fed to the TMP delivery section via the port 33, i.e. into the cylinder I where it is compressed. Fuel is compressed in the cylinder I similar to operation of any TPS described above. The compressed fuel is fed into the CC 58 via at least one rotor axle port 70 when it aligns with the CC intake port 81. After completion of the compression stroke in the cylinder I, the rotor axle port 70 displaces and the axle 5 closes the CC intake port 81.

The compressed fuel is in the CC 58 when the port 81 is already closed, while the CC exhaust port 82 is not opened yet. The fuel is ignited, for example, by a spark plug 56 with some advance relative to the point of opening of the CC exhaust port 82 into the cylinder II. When the port 70 of expansion section of the rotor 3 aligns with the port 82, GCP and, for example, underburnt fuel flow into the cylinder TI where GCP expand and, for example, afterburning of the fuel which underburnt in the CC 58 takes place. EG is exhausted under the rear body cover 44 via the port 33 of the cylinder wall 32 and via the body port 39. The space beneath the cover 44 is in communication with the exhaust manifold 16 through which OG is exhausted.

The power takeoff from the TPM to drive a mechanical load may be carried out, for example, by the output shaft 34 on which the gear 79 of the reduction gear driven from the link gear 25 disposed on the rotor 3 is fit on. A separate sprocket for driving the gear 79 is not specially specified since its function is performed by one of the WE link gears 25. Balancing holes 80 provided in the link gear 25 secured to the rotor 3 provide at least partial balancing of the rotor 3 in assembly with other parts secured thereto and balancing elements, for example, holes may be made in any movable part of any TPM described in the present disclosure.

The rotor 3 of said TPM is made symmetrical not to be reversible, while it is possible by using any described above principle of operation of a reversible TPM, but due to the fact that working surfaces of pistons 6 of the rotor 3 disposed in the delivery and expansion sections of the TPM are cambered in different directions. The symmetrical rotor 3 provides both higher stiffness thereof and manufacturability.

In addition, the TPM illustrated in FIGS. 112-145 may operate, for example, according to the Diesel cycle and in this case, during the intake stroke not fuel, but only an oxidizing agent, for example, air will be fed, while combustible will be injected into already compressed oxidizing agent, for example, into the CC 58 by at least one nozzle. Since the TPM operates according to the Diesel cycle, the spark plug 56 may be eliminated or may be replaced by a glow plug.

General structural features and specifics of using all described above TPMs are reviewed hereinafter.

If the TPM is made as a multistage structure, for example, a multistage TPEM or TPS, it is preferable to arrange cylinders in series to efficiently use WM leakages which flow, for example, into an adjacent cylinder with lower pressure through gaps.

It is preferable to arrange delivery cylinders of, for example, delivery stages in the TPM combining both TPEM and TPS, for example, in the TPM-based ICE so that leakage of WM and/or components thereof could flow at least into one expansion stage, for example, if combustible and oxidizing agent leak from the delivery stage into the expansion stage, in addition to efficient utilization for doing work, they are utilized thereby reducing harmful substances emissions from the engine and environmental pollution.

It is preferable to eliminate lubrication of the TPM PCG, in particular, contact points of the WE with cylinders by making the WE and, for example, cylinders from thermal-resistant materials, for example, from ceramics, however, lubrication and/or sealing may be provided by using any conventional technologies which are, for example, used in rotor-piston engines and/or screw machines. It also preferable to eliminate a cooling system in any of the above described TPM, for example, the TPM-based ICE, and only specific TPM assemblies, for example, the output reduction gear and/or link gears and/or CC 58 may be cooled, if required, and it is preferable to recover heat from EG, for example, by using heat-recovery boilers similar to the GTP. If lubrication and/or cooling is required, a lubricating and/or cooling medium may pass through the WE cavities 30.

Depending on the operating cycle, any additional equipment may be used in the TPM structure, for example, the equipment used within the composition of any conventional expanders and/or superchargers and/or engines, for example, at least one forced air cooler, or any equipment may be excluded from the structure thereof, for example, a recuperative heat exchanger.

The TPS or TPEM may operate both integrated with each other forming an engine, for example, a steam TPEM and TPS-based delivery pump. In addition, the TPS and/or TPEM and/or TPM may be used integrated with any other superchargers, expanders and engines for developing any power equipment, for example, in combination with a PICE, and the TPM may be used both for supercharging it replacing turbocharging and for developing turbo-compound engines in which a power turbine will be replaced or supplemented by the TPEM. For example, when using a bivalve TPM, for example, illustrated in FIGS. 58-59 as a first-stage expander, a compressor may be driven by one rotor, while the mechanical power may be taken off by another rotor connected, for example, to a GT, if it is provided in the structure.

Replacing a GT by a TPEM is optimal in terms of the fact that TPEMs having at least similar weight and dimension parameters are characterized by a simpler and more reliable structure and TPEM and TPS pistons may have substantially less linear expansion compared to blades of GTs and compressors of similar overall dimensions, power and efficiency, with the TPEM having lower requirements to intake air cleaning compared to the GT since pistons are not subjected to dusting contrary to turbo-machine blades.

Developing a hybrid engine comprising at least a TPEM and a GT allows a jet engine with a factor at the level of a PICE to be developed since using the TPEM as the first stage reduces sensitivity of said engine to the WM initial parameters and eliminates and/or minimizes air finish mixing for the GCP before inlet to the first stage.

The GT may be mounted at the outlet from the first stage or GT, for example, may be the last stage, if multiple TPEM stages are used in the hybrid engine structure.

The TPM intended for use as a jet engine, for example, to replace a gas-turbine engine (GTE), for example, being an air-jet engine, for example, mounted on airborne vehicle has higher weight and dimension characteristics due to reduced a factor and, hence, less overall dimensions of delivery and expansion sections since at a lower air-excess factor lower quantity of the WM required for operation of both the gas generator itself and for operation, for example, of an afterburner would pass through the gas generator, and to provide an optimal WM exhaust velocity from the engine, any prior art schemes of finish mixing of apparent additional mass may be used, for example, any schemes of double-flow engines, for example, a GTE may be used.

To provide the required thrust, and given that it is optimal to burn less fuel in the TPM-based GG compared to a similar gas generator of the GTP, it is preferable to burn a part of fuel at least in one afterburner (AB), with the AB structure being any prior art structure.

To autostart any TPM, for example TPEM, WMs may be provided with mating components, for example, pistons 6 turned relative to each other, and if one of the pistons is located in the dead space, for example in the position in which feeding WM is not possible or not efficient, another at least one piston 6, for example, of the same combined WE will be located in the operating position, thereby turning over the WE and allowing the TPM to reach working speed.

Driving the TPM delivery section (TPM cylinders I-IV in FIGS. 90-110 or TPM cylinder I in FIGS. 112-145) directly by expansion cylinders (TPM cylinders V-VIII in FIGS. 90-110 or TPM cylinder TI in FIGS. 112-145) improves both weight and dimension characteristics of the TPM compared to the TPM provided with delivery and expansion sections in different assemblies and simplify the TPM structure.

While embodiments of the invention have been illustrated and described, it is not intended that these embodiments illustrate and describe all possible forms of the invention. Rather, the words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the invention. 

1. A ring turbo-piston machine (TPM) selected from a group of a ring turbo-piston supercharger (TPS) and/or a ring turbo-piston expander (TPE) comprising at least two working elements (WE) which form at least one pair of working elements (pair) and at least are partially disposed in a body, out of which at least one WE, hereinafter referred to as a rotor, is provided with at least one piston being a protrusion above the surface of the rotor being concentric to the axis of rotation of the rotor, hereinafter referred to as an axle of the rotor, and at least one other WE, hereinafter referred to as a valve, is provided with at least one groove which is made mating with the piston, i.e. the groove and the piston are made periodically alignable as WEs synchronously counterrotate, which is provided by making the WEs with a link formed by at least any one prior art method, for example, selected from a groove, but not limited to mechanical and/or electrical and/or magnetic and/or hydraulic and/or pneumatic method, and transmission ratio of the link being in any ranges and being determined by structural and/or operational parameters of the device, for example, the mechanical link may be provided with both gears and a reduction gear and/or a step-up mechanism, while components of the link may be of any prior art structure, for example, gears and/or sprockets may be made with any gearing, with at least one rotor rotating in at least one cylinder defined at least by one, for example, at least partially unclosed wall of the body disposed, for example, concentrically to the axis of rotation of the rotor and also by an external, for example, cylindrical wall of the valve in which at least one groove is provided, and the cylinder is closed, for example, from the sides at least partially by two end walls of the cylinder, with the WEs periodically dividing the space of the cylinder into at least two spaces and, characterized in that at least one space is disposed between the wall of the valve and the wall of the piston, and at least one space is disposed, for example, on the other side of the piston between the wall of the piston and the wall of the valve, with at least one wall of at least one piston being made concaved.
 2. The TPM as claimed in claim 1, characterized in that at least two WEs making at least one pair have equal diameters.
 3. The TPM as claimed in claim 1, characterized in that at least one main stroke being a compression stroke or compression-exhaust stroke of a working medium (WM) in a TPS or an exhaust stroke or intake-expansion stroke of the WM in the TPE and taking place in the space may proceed at least with a partial cutoff of the intake of the WM during the stroke or at least with a partial cutoff of the exhaust of the WM during the stroke which is carried out with at least one prior art distributing device (DD), for example, selected from a group, but not limited to a valve and/or a spool valve and/or a pneumatic diode having different hydraulic resistance and/or flow rate depending on the direction of motion of the medium, for example, WM passing through the pneumatic diode, with the DD having at least one prior art drive and functioning according to any algorithm and distribute, for example, a liquid-phase and/or gaseous at least one WM and, in addition, the DD being formed and/or being comprised in the composition of any structural elements of the TPM, for example, the spool valve may comprise at least one intake and/or exhaust port provided in the TPM body which is periodically covered by any at least one WE, with the cutoff taking place, for example, prior to the termination of the main stroke, for example, providing a communication between the space respectively with the exhaust manifold for the TPE or for the TPS respectively during the intake or intake-expansion stroke or compression or compression-exhaust stroke.
 4. The TPM as claimed in claim 1, characterized in that the surface at least of one wall of at least of one piston defining the space in which the main stroke takes place is made, for example, epitrochoidal, and directrix, epitrochoid of generatrix, for example, of the cylindrical wall of the piston may be defined by rolling of the axle of the rotor along the external wall of the valve.
 5. The TPM as claimed in claim 1, characterized in that at least one space in the process of rotation of the WE of the TPE at the start of the intake or intake-expansion stroke is defined by at least one wall of the valve and at least by one wall of the piston, and as the wall of the piston moves away from the wall of the valve, it changes to the space defined at least by one wall of the valve and at least by one wall of the piston and by wall of the body, with the space always being defined by the axle of the rotor and, for example, by end walls of the cylinder.
 6. The TPM as claimed in claim 1, characterized in that at least one space in the process of rotation of the WE of the TPS at the start of the compression or compression-exhaust stroke is defined by at least one wall of the valve and at least by one wall of the piston and by wall of the body, and as the wall of the piston moves away from the wall of the body, it changes to the space defined at least by one wall of the valve and at least by one wall of the piston, with the space always being defined by the axle of the rotor and, for example, by end walls of the cylinder.
 7. The TPM as claimed in claim 1, characterized in that at least one piston is made symmetrical, i.e. being provided with walls and being in a mirror-symmetrical relationship relative to each other with respect to a median plane coinciding with the rotational axis of the rotor and passing in the middle between walls and, and at least one groove of at least one valve mating with a symmetric piston is also preferably made symmetrical with preferably epitrochoidal side walls of the groove intersecting with the external wall of the valve.
 8. The TPM as claimed in claim 1, characterized in that it may be made reversible, with the main stroke being provided on any of the sides of the piston.
 9. The TPM as claimed in claim 1, characterized in that intake may take place via at least one nozzle of any prior art structure, for example, via the de Laval nozzle disposed at least on one rotor, for example on at least one piston of at least one rotor, with at least one nozzle preferable being arranged in such a way as to produce positive thrust during at least one intake into at least one space.
 10. The TPM as claimed in claim 1, characterized in that at least two valves successively form pairs jointly with at least one rotor, with at least three working spaces being formed in the process of rotation of the WE: at least one space, at least one space and at least one intervalve space, with at least one intervalve space functioning as an intake manifold for the TPE or as an exhaust manifold of the TPS, with at least one space periodically communicating by any method with at least one intervalve space, and the communication may be provided, for example, by at least one through groove provided in any at least one and/or in the body, and at least one through groove may be provided with the geometry being altered by any method and changing the flow rate and/or duration of flow of the WM therethrough.
 11. The TPM as claimed in claim 1, characterized in that in the process of operation of this TPM as a TPE, the exhaust of spent WM is carried out at least partially into the ambient environment, for example, via at least one continuously opened port communicating at least one cylinder in which the working process takes place.
 12. The TPM as claimed in claim 1, characterized in that multiple analogous mating components, for example, grooves or pistons may be provided on the WE, with the mating components, for example, pistons on the rotor disposed on the WE being arranged symmetrically with respect to axis of rotation of the WE on which they are disposed.
 13. The TPM as claimed in claim 1, characterized in that it may comprise in series multiple cylinders, for example, the TPM may be multistage, and the WE may be made combined, i.e. they may comprise multiple mating components involved in the process of operation of different, for example, coaxially arranged cylinders, with, for example, each of the WEs comprising only components of the same type, such as only rotors or only valves, and at least one WE comprising at least one rotor and at least one valve.
 14. The TPM as claimed in claim 1, characterized in that WEs may have any configuration of right cylinders, if generatrices of each of the WEs are straight lines of a perpendicular plane of the considered directrices of structural elements, and the WEs may have any conventional shape, for example, stepped and/or taper and/or spherical and/or barrel-like shape, with the mating components being made of any configuration, for example, chevron and/or semi-chevron and/or spiraling having any number of spirals.
 15. The TPM as claimed in claim 1, characterized in that at least two WEs are made spiraled and/or chevron and/or semi-chevron and they may have any shape, such as, for example, right cylindrical and/or taper and/or barrel-like.
 16. The TPM as claimed in claim 1, characterized in that at least one WE is made cantilever-secured.
 17. The TPM as claimed in claim 1, characterized in that at least two WEs are disposed in a sealed body, with a non-contact transmission, for example, at least one magnetic coupling, being used for driving said WEs and/or for taking off power therefrom.
 18. The TPM as claimed in claim 1, characterized in that it comprises in the structure thereof at least one TPS and at least one TPE, and the TPM may be an engine in which at least one WM at least being partially delivered by at least one TPS at least partially expands in at least one TPE, for example, after at least single, for example, impulse and/or continuous energy input, for example, being carried out in at least one combustion chamber (CC) of any prior art structure, with the TPM operating according to any prior art cycle of heat machines, for example, heat-engines, for example, according to the cycle selected from a group, but not limited to the Otto and/or Diesel and/or Trinkler and/or Brighton and/or Ericsson-Joule and/or Humphrey and/or lenoir and/or Rankine and/or Stirling cycles.
 19. The TPM as claimed in claim 1, characterized in that at least one any of the WEs may interact during operation of the TPM with other multiple WEs, for example, at least one valve successively makes pairs of the WE with at least two rotors and/or at least one rotor makes pairs of the WEs with at least two valves, and WEs with which pairs are successively made by the valve or rotor may be arranged, for example, symmetrically relative to the axis of rotation of the WEs successively making pairs therewith.
 20. The TPM as claimed in claim 1, characterized in that at least one wall at least partially belongs to the rotor.
 21. The TPM as claimed in claim 1, characterized in that at least one wall, at least partially belongs to the body.
 22. TPM as claimed in claim 1, characterized in that at least one wall is provided with a port, for example, being in continuous communication with the exhaust manifold or intake manifold.
 23. The TPM as claimed in claim 1, characterized in that it may be used in any of the prior art devices, for example, selected from the group SS, but not limited to an engine, for example, an internal and/or external combustion engine and/or pneumatic engine and/or hydraulic engine; a gas generator; an expander; a chemical reactor; a supercharger, for example, a compressor and/or a pump and/or a vacuum pump and/or a gas pump, and the TPM may be used both independently and in combination with any other structural elements of the equipment of the group SS, for example, delivering and/or expansion stages, for example, selected from the group TT, but not limited to piston and/or screw and/or blade and/or turbine and/or ejection stages may be used in combination with the TPM, with the TPM and elements of the group TT alternating in any order.
 24. The TPM comprising at least one cylinder and at least one more cylinder, for example, also being the cylinder or being selected from the group TT, but not limited to said group, in which compression and/or expansion successively take place, characterized in that cylinders are arranged in series providing the cross-flow of WM leakage from the cylinder with higher working pressure to the cylinder with lower working pressure, with said WM leakage being fed to the working space, for example, the space of at least one other cylinder, for example, the cylinder.
 25. The TPM of claim 24, characterized in that leakage of a combustible and/or an oxidizing agent being delivered into any of sections of the device, for example, an engine are fed, for example, to an expansion section of the TPM, where the WM being fuel reaction products expands.
 26. The TPM as claimed in claim 1 comprising at least two cylinders, characterized in that strokes in the cylinders take place in antiphase and/or through equal angles of rotation of the engine drive shaft, for example, if the number of cylinders is more than two cylinders.
 27. The TPM as claimed in claim 1 comprising at least one cylinder in which the WM expands and at least one cylinder in which the WM is delivered, characterized in that at least one cylinder in which the WM expands shares with at least one cylinder in which the WM is delivered at least one common WE. 